JP2001310716A - Deceleration control device for vehicle - Google Patents

Deceleration control device for vehicle

Info

Publication number
JP2001310716A
JP2001310716A JP2000131185A JP2000131185A JP2001310716A JP 2001310716 A JP2001310716 A JP 2001310716A JP 2000131185 A JP2000131185 A JP 2000131185A JP 2000131185 A JP2000131185 A JP 2000131185A JP 2001310716 A JP2001310716 A JP 2001310716A
Authority
JP
Japan
Prior art keywords
deceleration
vehicle
control device
operation state
accelerator operation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2000131185A
Other languages
Japanese (ja)
Other versions
JP3838326B2 (en
Inventor
Kunihito Sato
国仁 佐藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2000131185A priority Critical patent/JP3838326B2/en
Priority to US09/834,881 priority patent/US6502028B2/en
Publication of JP2001310716A publication Critical patent/JP2001310716A/en
Application granted granted Critical
Publication of JP3838326B2 publication Critical patent/JP3838326B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/021—Means for detecting failure or malfunction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a deceleration control device for a vehicle capable of early detecting abnormality of a system and suggesting a driver adequate measures. SOLUTION: The deceleration control device for the vehicle for applying deceleration to the vehicle according to accelerator opening determines (step S5) abnormality based on a deviation between a set desired deceleration EBAori(t) (step S2) and a detected realized speed Gy (step S4). When the device detects the abnormality, the device releases the control, transmits a system abnormality signal, and informs another system and a driver of the abnormality (step S6).

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、車両に減速度を付
加する車両用減速度制御装置に関し、特に、アクセル操
作状態を検出してその操作状態に応じて車両に減速度を
付加する車両用減速度制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle deceleration control device for adding deceleration to a vehicle, and more particularly to a vehicle deceleration control device for detecting an accelerator operation state and adding deceleration to the vehicle in accordance with the operation state. The present invention relates to a deceleration control device.

【０００２】[0002]

【従来の技術】従来から運転者がアクセルペダルの踏み
込みを解除した際に制動力を作動させて車両に減速度を
付加する減速度制御装置が提案されている。特開平９−
９５２２２号公報で開示されている技術はそのうちの一
つであり、アクセルペダルが減速域にある場合には、減
速度制御装置を介して主ブレーキ系に制動力を付加する
ものである。2. Description of the Related Art Hitherto, a deceleration control device has been proposed in which a braking force is applied when a driver releases the accelerator pedal to decelerate the vehicle. JP-A-9-
One of the technologies disclosed in Japanese Patent Publication No. 95222 is to apply a braking force to the main brake system via a deceleration control device when the accelerator pedal is in a deceleration range.

【０００３】このような減速度制御装置を付加すること
により、車両を緩やかに加減速する際に、ブレーキペダ
ルを頻繁に操作する必要がなく、減速応答性を高め、イ
ージードライブを実現できると記載されている。[0003] By adding such a deceleration control device, it is not necessary to frequently operate the brake pedal when the vehicle is gradually accelerated or decelerated, and it is possible to enhance the deceleration response and realize an easy drive. Have been.

【０００４】[0004]

【発明が解決しようとする課題】しかしながら、同公報
にはシステム故障時の検出、対処について記載がなされ
ていない。そこで本発明は、システムの異常を早期に検
出することが可能で運転者に適切な対処を促すことが可
能な車両用減速度制御装置を提供することを課題とす
る。However, this publication does not describe detection and handling of a system failure. Therefore, an object of the present invention is to provide a vehicle deceleration control device that can detect an abnormality in a system at an early stage and can prompt a driver to take appropriate action.

【０００５】[0005]

【発明の実施の形態】上記課題を解決するため、本発明
に係る車両用減速度制御装置は、(1)運転者のアクセル
操作状態を検出するアクセル操作状態検出手段と、(2)
車両に減速度を付加する減速度付加手段と、(3)アクセ
ル操作状態検出手段の検出結果に応じて設定した目標減
速度に基づいて減速度付加手段による減速度付加を制御
する制御部と、を備える車両用減速度制御装置におい
て、(4)車体の実減速度を検出する減速度検出手段と、
(5)目標減速度と検出した実減速度との偏差に基づいて
システムの異常を判定する判定手段と、をさらに備えて
いることを特徴とする。DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to solve the above problems, a vehicle deceleration control device according to the present invention comprises (1) accelerator operation state detecting means for detecting an accelerator operation state of a driver, and (2)
A deceleration adding unit that adds deceleration to the vehicle, and (3) a control unit that controls addition of deceleration by the deceleration adding unit based on a target deceleration set according to a detection result of the accelerator operation state detection unit. In the vehicle deceleration control device comprising: (4) deceleration detection means for detecting the actual deceleration of the vehicle body,
(5) determining means for determining an abnormality of the system based on a deviation between the target deceleration and the detected actual deceleration, is further provided.

【０００６】あるいは、本発明に係る車両用減速度制御
装置は、(1)と、(2a)車輪に制動トルクを付与すること
で車両に減速度を付加する減速度付加手段と、(3a)アク
セル操作状態検出手段の検出結果に応じて減速度付加手
段による減速度付加を制御する制御部と、を備える車両
用減速度制御装置において、(4a)実際に発生する実制動
トルクを検出する制動トルク検出手段と、(5a)減速度付
加手段で付与すべき目標制動トルクと検出した実制動ト
ルクとの偏差に基づいてシステムの異常を判定する判定
手段と、をさらに備えているものでもよい。Alternatively, the vehicle deceleration control device according to the present invention comprises (1) and (2a) deceleration adding means for adding deceleration to the vehicle by applying braking torque to wheels, and (3a) A control unit for controlling the addition of deceleration by the deceleration adding unit according to the detection result of the accelerator operation state detecting unit. (4a) braking for detecting the actual braking torque actually generated. It may further include a torque detecting means and (5a) a judging means for judging a system abnormality based on a deviation between the target braking torque to be applied by the deceleration adding means and the detected actual braking torque.

【０００７】または、本発明に係る車両用減速度制御装
置は、(1)と、(2)と、(3a)と、を備える車両用減速度制
御装置において、(4)と、(5b)アクセル操作状態と実減
速度との対応に基づいてシステムの異常を判定する判定
手段と、をさらに備えているものでもよい。Alternatively, a deceleration control device for a vehicle according to the present invention is a deceleration control device for a vehicle comprising (1), (2) and (3a), wherein (4) and (5b) Determining means for determining an abnormality in the system based on the correspondence between the accelerator operation state and the actual deceleration may be further provided.

【０００８】減速度付加手段に異常があると、実際に付
与する減速度と制御部による制御目標が合致しなくな
る。本発明によれば、実際に発生した制動トルクあるい
は減速度を検出し、実際に発生するべき制動トルク、減
速度との偏差またはアクセル操作状態との対応を調べる
ことで、判定手段はシステム異常を判定することが可能
であり、運転者に対して適切な対処を促すことが可能で
ある。If there is an abnormality in the deceleration adding means, the deceleration to be actually applied does not match the control target by the control unit. According to the present invention, the braking torque or deceleration actually generated is detected, and the braking torque to be actually generated, the deviation from the deceleration or the correspondence with the accelerator operation state is checked, so that the determination means determines that the system is abnormal. It is possible to make a determination and to prompt the driver to take appropriate measures.

【０００９】制御部(3)(3a)は、判定手段(5)(5a)(5b)で
システムの異常と判定された場合には、減速度付加手段
(2)(2a)で付加している減速度を所定の時間勾配で低下
せしめることが好ましい。これにより、異常と判定され
た場合に減速度を急変させることなく、減速度付加制御
を解除し得る。The control units (3) and (3a) provide a deceleration adding unit when the determination unit (5) (5a) (5b) determines that the system is abnormal.
(2) It is preferable to reduce the deceleration added in (2a) at a predetermined time gradient. Thereby, the deceleration additional control can be canceled without suddenly changing the deceleration when it is determined that the vehicle is abnormal.

【００１０】これらの減速度付加手段(2)(2a)は、運転
者の制動操作に基づいて車輪に制動トルクを付与する制
動装置を作動させることにより減速度を付加することが
好ましい。この場合、減速度付加手段は制動系を兼ねて
いるので、制動系の異常を早期に検出することができ、
運転者に対して適切な対処を促すことが可能となる。It is preferable that these deceleration adding means (2) and (2a) add deceleration by operating a braking device that applies a braking torque to wheels based on a braking operation of a driver. In this case, since the deceleration adding means also serves as the braking system, an abnormality in the braking system can be detected early,
It is possible to prompt the driver to take appropriate measures.

【００１１】[0011]

【課題を解決するための手段】以下、添付図面を参照し
て本発明の好適な実施の形態について詳細に説明する。
説明の理解を容易にするため、各図面において同一の構
成要素に対しては可能な限り同一の参照番号を附し、重
複する説明は省略する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
In order to facilitate understanding of the description, the same constituent elements are denoted by the same reference numerals as much as possible in each drawing, and redundant description will be omitted.

【００１２】図１は、本発明に係る減速度制御装置（以
下、実施形態と呼ぶ）を含む減速度制御系統の構成を示
す図であり、図２は、この実施形態を搭載した車両の制
動系の構成を示す図である。FIG. 1 is a diagram showing a configuration of a deceleration control system including a deceleration control device (hereinafter, referred to as an embodiment) according to the present invention, and FIG. 2 is a diagram showing braking of a vehicle equipped with this embodiment. It is a figure showing composition of a system.

【００１３】まず、図２を参照して車両の制動系の構成
から説明する。この車両は、前輪ＦＲおよびＦＬと後輪
ＲＲおよびＲＬのそれぞれに車輪制動用のホイルシリン
ダ２５〜２８が設けられており、各ホイルシリンダ２５
〜２８でブレーキを駆動することにより車両の制動を行
う構成となっている。各車輪ＦＲ、ＦＬ、ＲＲ、ＲＬに
はそれぞれの車輪速度Ｖｗを検出する車輪速センサ５１
〜５４が配置されている。First, the structure of the vehicle braking system will be described with reference to FIG. In this vehicle, wheel cylinders 25 to 28 for wheel braking are provided on front wheels FR and FL and rear wheels RR and RL, respectively.
The vehicle is braked by driving the brake at .about.28. Each of the wheels FR, FL, RR, RL has a wheel speed sensor 51 for detecting a respective wheel speed Vw.
To 54 are arranged.

【００１４】そして、この制動系を操作するためのブレ
ーキペダル１０は、マスタシリンダ１１のピストン軸に
接続されている。ブレーキペダル１０には、ブレーキペ
ダルの操作状態を検出するブレーキストロークセンサ４
０が接続されている。マスタシリンダ１１には、さらに
ブレーキペダル１０と反対側にストロークシミュレータ
１５が接続され、ブレーキペダル１０の操作に対して適
度な反発力を発生させる。A brake pedal 10 for operating the braking system is connected to a piston shaft of a master cylinder 11. The brake pedal 10 includes a brake stroke sensor 4 for detecting an operation state of the brake pedal.
0 is connected. A stroke simulator 15 is further connected to the master cylinder 11 on the side opposite to the brake pedal 10 so as to generate an appropriate repulsive force when the brake pedal 10 is operated.

【００１５】このマスタシリンダ１１から延びる２つの
作動液ラインは、それぞれソレノイド弁１２、１３を介
して右前輪ＦＲと左前輪ＦＬのそれぞれのホイルシリン
ダ２５、２６に接続されている。このマスタシリンダ１
１からソレノイド弁１２（１３）に至る経路には、マス
タ圧センサ３８（３９）が配置されている。Two hydraulic fluid lines extending from the master cylinder 11 are connected to respective wheel cylinders 25, 26 of the right front wheel FR and the left front wheel FL via solenoid valves 12, 13, respectively. This master cylinder 1
A master pressure sensor 38 (39) is arranged on a path from 1 to the solenoid valve 12 (13).

【００１６】一方、リザーバタンク１６から延びる作動
液ラインは、モータ１８により駆動されるポンプ１７に
接続され、ポンプ１７から延びる作動液ラインは、各リ
ニア弁２１ａ〜２４ａを介して各車輪のホイルシリンダ
２５〜２８へと接続されている。ポンプ１７と各リニア
弁２１ａ〜２４ａへの分岐部との間には圧力センサ３１
とアキュムレータ１９とが配置されている。また、各ホ
イルシリンダ２５〜２８からリザーバタンク１６へと戻
る作動液ラインには、減圧弁２１ｂ〜２４ｂがそれぞれ
接続されている。各ホイルシリンダ２５〜２８には、ホ
イルシリンダ圧センサ３２〜３５がそれぞれ取り付けら
れている。On the other hand, a hydraulic fluid line extending from the reservoir tank 16 is connected to a pump 17 driven by a motor 18, and a hydraulic fluid line extending from the pump 17 is connected to a wheel cylinder of each wheel via each linear valve 21a to 24a. 25-28. A pressure sensor 31 is provided between the pump 17 and a branch to each of the linear valves 21a to 24a.
And an accumulator 19 are arranged. Further, pressure reducing valves 21b to 24b are connected to the hydraulic fluid lines returning from the respective wheel cylinders 25 to 28 to the reservoir tank 16. Wheel cylinder pressure sensors 32 to 35 are attached to the wheel cylinders 25 to 28, respectively.

【００１７】本発明に係る車両減速度制御装置の制御部
を構成する減速度制御ユニット１００には、前述したブ
レーキペダル１０の開度を検出するブレーキストローク
センサ４０、後述するアクセルペダル４の開度θaを検
出するアクセル開度センサ４２、前述した車輪速センサ
５１〜５４、車体の前後方向の加速度Ｇｙを検出する前
後Ｇセンサ４４のほか、エンジン回転数センサ４６、シ
フトセンサ４８、ホイルシリンダ圧センサ３２〜３５、
圧力センサ３１、マスタ圧センサ３８、３９の各出力信
号も供給されている。ここで、前後Ｇセンサ４４は、例
えば振り子型センサやスプリングマスＧセンサである。The deceleration control unit 100 constituting the control unit of the vehicle deceleration control device according to the present invention includes a brake stroke sensor 40 for detecting the opening of the brake pedal 10 described above, and an opening of the accelerator pedal 4 described later. In addition to the accelerator opening sensor 42 for detecting θa, the wheel speed sensors 51 to 54 described above, the longitudinal G sensor 44 for detecting the longitudinal acceleration Gy of the vehicle body, an engine speed sensor 46, a shift sensor 48, a wheel cylinder pressure sensor 32-35,
Output signals of the pressure sensor 31 and the master pressure sensors 38 and 39 are also supplied. Here, the front and rear G sensor 44 is, for example, a pendulum sensor or a spring mass G sensor.

【００１８】さらに、減速度制御ユニット１００は、減
速度制御の際に用いるテーブルや定数などを格納してお
くメモリユニット１２０を有し、各ホイルシリンダ２５
〜２８に接続されるリニア弁２１ａ〜２４ａと減圧弁２
１ｂ〜２４ｂ並びにソレノイド弁１２、１３をそれぞれ
制御する。また、表示系２００に対して、必要な情報を
送信することにより、減速度制御系統の作動状態を表示
することにより運転者への告知を行う。Further, the deceleration control unit 100 has a memory unit 120 for storing tables and constants used for deceleration control.
Valves 21a to 24a and pressure reducing valve 2 connected to
1b to 24b and the solenoid valves 12 and 13 are respectively controlled. Further, by transmitting necessary information to the display system 200, the operation state of the deceleration control system is displayed to notify the driver.

【００１９】ここで、この制動系の制動時の基本動作に
ついて説明する。ここで、リザーブタンク１６から送ら
れる作動液は、ポンプ１７の下流側配管内では、所定の
圧力に昇圧保持されており、アキュムレータ１９はこの
圧力を維持する役目を果たす。そして、圧力センサ３１
で検出した作動液の液圧がこの所定圧力を下回っている
ときはポンプ１７をモータ１８で駆動することによりこ
の下流側配管内の作動液をこの所定圧力まで昇圧する。
ブレーキペダル１０が踏み込まれると、マスタシリンダ
１１のピストン軸が押されて、操作量に応じた液圧（マ
スタ圧）が発生する。正常時には、ソレノイド弁１２、
１３は遮断状態にあり、マスタ圧が直接右前輪ＦＲのホ
イルシリンダ２５と左前輪ＦＬのホイルシリンダ２６に
伝達されることはない。マスタシリンダ１１の操作量は
マスタ圧センサ３８、３９によって検出され、その操作
量に応じて減速度制御ユニット１００が各ホイールシリ
ンダ２５〜２８へと付加すべき液圧（ホイルシリンダ
圧）を演算する。そして、各リニア弁２１ａ〜２４ａ、
減圧弁２１ｂ〜２４ｂの動作を制御することにより、各
ホイルシリンダ２５〜２８へと伝達されるホイルシリン
ダ圧（ホイルシリンダ圧センサ３２〜３５で計測）を求
めたホイルシリンダ圧となるよう調整する。このよう
に、各ホイルシリンダ２５〜２８に伝達されるホイルシ
リンダ圧を独立に制御することで、各車輪に印加される
制動力を独立して制御することが可能である。Here, the basic operation of the braking system during braking will be described. Here, the hydraulic fluid sent from the reserve tank 16 is maintained at a predetermined pressure in the downstream pipe of the pump 17, and the accumulator 19 serves to maintain this pressure. And the pressure sensor 31
When the hydraulic pressure of the hydraulic fluid detected in step (1) is lower than the predetermined pressure, the pump 17 is driven by the motor 18 to raise the hydraulic fluid in the downstream pipe to the predetermined pressure.
When the brake pedal 10 is depressed, the piston shaft of the master cylinder 11 is pushed, and a hydraulic pressure (master pressure) corresponding to the operation amount is generated. Under normal conditions, the solenoid valve 12,
Reference numeral 13 denotes a shut-off state, and the master pressure is not directly transmitted to the wheel cylinder 25 of the right front wheel FR and the wheel cylinder 26 of the left front wheel FL. The operation amount of the master cylinder 11 is detected by the master pressure sensors 38 and 39, and the deceleration control unit 100 calculates the hydraulic pressure (wheel cylinder pressure) to be applied to each of the wheel cylinders 25 to 28 according to the operation amount. . And each linear valve 21a-24a,
By controlling the operation of the pressure reducing valves 21b to 24b, the wheel cylinder pressure transmitted to each of the wheel cylinders 25 to 28 (measured by the wheel cylinder pressure sensors 32 to 35) is adjusted to be the determined wheel cylinder pressure. In this way, by independently controlling the wheel cylinder pressure transmitted to each of the wheel cylinders 25 to 28, it is possible to independently control the braking force applied to each wheel.

【００２０】制動系統の異常時には、各ソレノイド弁１
２、１３を導通状態として、マスタシリンダ１１のマス
タ圧をソレノイド弁１２、１３を介して右前輪ＦＲのホ
イルシリンダ２５、左前輪ＦＬのホイルシリンダ２６へ
とそれぞれ伝達して両前輪ＦＲ及びＦＬの制動を行う。When the braking system is abnormal, each solenoid valve 1
2 and 13 are made conductive, and the master pressure of the master cylinder 11 is transmitted to the wheel cylinder 25 of the right front wheel FR and the wheel cylinder 26 of the left front wheel FL via the solenoid valves 12 and 13, respectively. Apply braking.

【００２１】本実施形態においては、さらに、踏み込ん
だアクセルペダルが戻される際に、制動力を付加して減
速度を発生させて特に自動変速機搭載車両等では不足し
がちなエンジンブレーキ効果を補助する減速度制御を行
う。以下、これをエンジンブレーキアシスト（EBA）制
御と呼ぶ。図３はアクセルペダル４の状態を説明する図
であり、図４はEBA制御のフローチャートである。In this embodiment, when the accelerator pedal is depressed, the deceleration is generated by applying a braking force when the accelerator pedal is depressed, thereby assisting the engine braking effect which is often insufficient in a vehicle equipped with an automatic transmission. To perform deceleration control. Hereinafter, this is referred to as engine brake assist (EBA) control. FIG. 3 is a diagram for explaining the state of the accelerator pedal 4, and FIG. 4 is a flowchart of the EBA control.

【００２２】図３は、アクセルペダル４の状態を説明す
る図である。アクセル開度θaは、アクセルペダルの全
閉位置側からの開度を示しており、全閉位置側で０とな
る。そして、開度θa0のときがアクセルペダル４の燃料
遮断位置（フューエルカット位置）である。FIG. 3 is a view for explaining the state of the accelerator pedal 4. The accelerator opening θa indicates the opening of the accelerator pedal from the fully closed position side, and is 0 on the fully closed position side. The opening degree θa0 is the fuel cutoff position (fuel cut position) of the accelerator pedal 4.

【００２３】図４に示されるEBA制御は減速度制御ユニ
ット１００によって行われるものであり、車両のエンジ
ンを駆動させた時点から所定のタイミングで繰り返し実
行される。ただし、ブレーキペダル１０が操作されてい
る場合には、ブレーキペダル１０の操作状態に応じて制
動トルクが付加されるので、本フローチャートの処理は
行われず、スキップされる。The EBA control shown in FIG. 4 is performed by the deceleration control unit 100, and is repeatedly executed at a predetermined timing from when the vehicle engine is driven. However, when the brake pedal 10 is operated, the braking torque is added according to the operation state of the brake pedal 10, so that the processing of this flowchart is not performed and the processing is skipped.

【００２４】ステップＳ１においては、アクセルペダル
４に取り付けられたアクセル開度センサ４２の出力信号
として送られてきたアクセル開度θaと、車輪速センサ
５１〜５４の出力信号として送られてきた各車輪ＦＲ、
ＦＬ、ＲＲ、ＲＬの車輪速Ｖwfr、Ｖwfl、Ｖwrr、Ｖwrl
が読み込まれる。そして、各車輪速Ｖwfr、Ｖwfl、Ｖwr
r、Ｖwrlの最大値を推定車速Ｖrとして設定する。In step S1, the accelerator opening .theta.a sent as an output signal of the accelerator opening sensor 42 attached to the accelerator pedal 4 and each wheel sent as output signals of the wheel speed sensors 51-54. FR,
FL, RR, RL wheel speeds Vwfr, Vwfl, Vwrr, Vwrl
Is read. Then, each wheel speed Vwfr, Vwfl, Vwr
The maximum values of r and Vwrl are set as the estimated vehicle speed Vr.

【００２５】ステップＳ２では、推定車速Ｖrとアクセ
ル開度θaを基にして付加すべき基準減速度EBAori(t)を
演算する。具体的には、アクセルペダル４がフューエル
カット位置より全閉位置側に位置している、つまり０≦
θa＜θa0の場合には、EBAori(t)を次式により設定す
る。In step S2, a reference deceleration EBAori (t) to be added is calculated based on the estimated vehicle speed Vr and the accelerator opening θa. Specifically, the accelerator pedal 4 is located on the fully closed position side from the fuel cut position, that is, 0 ≦
If θa <θa0, EBAori (t) is set by the following equation.

【００２６】EBAori(t)＝f(Ｖr)×（θa0−θa） 続く、ステップＳ３では、このEBAori(t)に基づいて、
各車輪に付与すべき制動トルクを求めたうえで、この制
動トルクが得られるホイルシリンダ圧を演算して、各リ
ニア弁２１ａ〜２４ａ及び減圧弁２１ｂ〜２４ｂを制御
して各車輪のホイルシリンダ２５〜２８に作用する液圧
を求めたホイルシリンダ圧に調整する。アクセルペダル
４が戻されたときは、図示していないエンジン制御ユニ
ットが燃料、空気の供給を削減して、エンジン回転数を
減少せしめ、この抵抗により制動力が生ずるエンジンブ
レーキ効果が発生するが、付加する制動トルクがこれを
補助する役目を果たす。この結果、車両には減速度が付
加され、減速が行われる。中高速領域では、アクセルペ
ダル４が燃料遮断位置より全閉位置側へと戻された時点
で、エンジン制御ユニットがエンジンへの燃料供給を遮
断することによりさらに大きな減速度が得られる。EBAori (t) = f (Vr) × (θa0−θa) In the next step S3, based on the EBAori (t),
After calculating the braking torque to be applied to each wheel, the wheel cylinder pressure at which the braking torque is obtained is calculated, and the linear valves 21a to 24a and the pressure reducing valves 21b to 24b are controlled to control the wheel cylinder 25 of each wheel. The hydraulic pressure acting on .about.28 is adjusted to the determined wheel cylinder pressure. When the accelerator pedal 4 is released, an engine control unit (not shown) reduces the supply of fuel and air to reduce the engine speed, and this resistance produces an engine braking effect in which a braking force is generated. The applied braking torque serves to assist this. As a result, deceleration is added to the vehicle, and deceleration is performed. In the middle and high speed range, when the accelerator pedal 4 is returned from the fuel cutoff position to the fully closed position, the engine control unit cuts off the fuel supply to the engine, so that a larger deceleration can be obtained.

【００２７】ステップＳ４では、前後Ｇセンサ４４の出
力から車体の実際の減速度Ｇyを読み込む。そしてステ
ップＳ５では、この実際の減速度Ｇyと付加すべき減速
度EBAori(t)との偏差が閾値Ｇthを超えていないかを判
定する。この判定は誤判定を防止するため、Ｔ秒間にＮ
回以上条件を満たした場合にのみ条件が満たされている
と判定する。In step S4, the actual deceleration Gy of the vehicle body is read from the output of the longitudinal G sensor 44. In step S5, it is determined whether or not the deviation between the actual deceleration Gy and the deceleration EBAori (t) to be added does not exceed the threshold Gth. This determination is performed for N seconds in T seconds to prevent erroneous determination.
It is determined that the condition is satisfied only when the condition is satisfied at least once.

【００２８】偏差が閾値Ｇthを下回る場合には、減速度
制御系に異状はないと判定し、その後の処理をスキップ
して終了する。一方、偏差が閾値Ｇthを上回る場合、要
求以上の減速度が得られているか、要求した減速度が得
られていない場合には、減速度制御系に異常が発生した
と判定してステップＳ６へと移行し、表示系２００や他
の制御系統に制動系に異常が発生したことを表すブレー
キフェール信号を送信し、EBA制御を解除する。これに
より、運転者に対して制動系の異常を知らせるともに、
他のシステムに対して、制動系の異常を伝達することが
できる。このときのEBA制御解除は、運転者が違和感を
感ずることがないよう、減速度を漸減させることによ
り、減速度の急変を防ぐことが好ましい。そして、この
制御フロー終了後は、本フローチャートの処理はスキッ
プされる。If the deviation is smaller than the threshold value Gth, it is determined that there is no abnormality in the deceleration control system, and the subsequent processing is skipped to end. On the other hand, if the deviation exceeds the threshold value Gth, a deceleration equal to or greater than the required value is obtained, or if the required deceleration value is not obtained, it is determined that an abnormality has occurred in the deceleration control system, and the process proceeds to step S6. Then, a brake failure signal indicating that an abnormality has occurred in the braking system is transmitted to the display system 200 and other control systems, and the EBA control is released. This allows the driver to be notified of abnormalities in the braking system,
Abnormalities in the braking system can be transmitted to other systems. It is preferable that the EBA control release at this time is to prevent a sudden change in the deceleration by gradually decreasing the deceleration so that the driver does not feel uncomfortable. Then, after the control flow ends, the processing of this flowchart is skipped.

【００２９】以上の説明では、制動系を直接制御して減
速度を与える実施形態について説明してきたが、駆動系
に作用して減速度を与える構成としてもよい。ただし、
制動系を直接制御する実施形態の場合、EBA制御を行っ
た時点で制動系の異常も検出することができるので、制
動系の異常を早めに検知して、運転者に適切な対応を促
すことができるという利点がある。In the above description, the embodiment in which deceleration is provided by directly controlling the braking system has been described. However, a configuration in which deceleration is applied by acting on the drive system may be employed. However,
In the case of the embodiment in which the braking system is directly controlled, the abnormality of the braking system can be detected at the time of performing the EBA control, so that the abnormality of the braking system is detected early, and the driver is urged to take appropriate action. There is an advantage that can be.

【００３０】また、実減速度の検出は、上記の前後Ｇセ
ンサを用いる方法、装置に限られるものではなく、車速
を検出してそれを時間微分することで求めてもよい。ま
た、アクセル開度に対する実減速度をマップとしてメモ
リユニット１２０内に保持しておき、発生した実減速度
とのずれから減速度制御系統の異常を判定してもよい。
さらに、実際に作用している制動トルクを検出、あるい
は推定し、目標制動トルクとの偏差を求めて、これを基
にして減速度制御系統の異常を判定してもよい。The detection of the actual deceleration is not limited to the method and the apparatus using the front and rear G sensor, but may be obtained by detecting the vehicle speed and differentiating it with time. Alternatively, the actual deceleration with respect to the accelerator opening may be held as a map in the memory unit 120, and an abnormality in the deceleration control system may be determined based on a deviation from the actual deceleration that has occurred.
Further, a braking torque actually acting may be detected or estimated, a deviation from the target braking torque may be obtained, and an abnormality in the deceleration control system may be determined based on the deviation.

【００３１】図５は、実制動トルクと目標制動トルクと
の偏差により減速度制御系統の異常を判定する場合のEB
A制御のフローチャートである。ステップＳ１、Ｓ２は
図４に示されるEBA制御と同一である。その後のステッ
プＳ１３では、ステップＳ２で求めた基準減速度EBAori
(t)を達成するのに必要な目標制動トルクTtを演算す
る。FIG. 5 shows an EB when the abnormality of the deceleration control system is determined based on the difference between the actual braking torque and the target braking torque.
It is a flowchart of A control. Steps S1 and S2 are the same as the EBA control shown in FIG. In the subsequent step S13, the reference deceleration EBAori obtained in step S2
The target braking torque Tt required to achieve (t) is calculated.

【００３２】そして、ステップＳ１４では、この制動ト
ルクTtが得られるよう各リニア弁２１ａ〜２４ａ及び減
圧弁２１ｂ〜２４ｂを制御して各車輪のホイルシリンダ
２５〜２８に作用するホイルシリンダ圧を調整する。ア
クセルペダル４が戻されたときは、図示していないエン
ジン制御ユニットが燃料、空気の供給を削減して、エン
ジン回転数を減少せしめ、この抵抗により制動力が生ず
るエンジンブレーキ効果が発生するが、付加する制動ト
ルクがこれを補助する役目を果たす。この結果、車両に
は減速度が付加され、減速が行われる。中高速領域で
は、アクセルペダル４が燃料遮断位置より全閉位置側へ
と戻された時点で、エンジン制御ユニットがエンジンへ
の燃料供給を遮断することによりさらに大きな減速度が
得られる。In step S14, the linear valves 21a to 24a and the pressure reducing valves 21b to 24b are controlled so as to obtain the braking torque Tt, and the wheel cylinder pressure acting on the wheel cylinders 25 to 28 of each wheel is adjusted. . When the accelerator pedal 4 is released, an engine control unit (not shown) reduces the supply of fuel and air to reduce the engine speed, and this resistance produces an engine braking effect in which a braking force is generated. The applied braking torque serves to assist this. As a result, deceleration is added to the vehicle, and deceleration is performed. In the middle and high speed range, when the accelerator pedal 4 is returned from the fuel cutoff position to the fully closed position, the engine control unit cuts off the fuel supply to the engine, so that a larger deceleration can be obtained.

【００３３】ステップＳ１５では、各車輪のホイルシリ
ンダ２５〜２８に働くホイルシリンダ圧をホイルシリン
ダ圧センサ３２〜３５により検出する。そして、ステッ
プＳ１６で実際に作用した実制動トルクTaを演算する。In step S15, wheel cylinder pressures acting on the wheel cylinders 25 to 28 of the respective wheels are detected by wheel cylinder pressure sensors 32 to 35. Then, in step S16, the actual braking torque Ta actually applied is calculated.

【００３４】そしてステップＳ１７では、この実制動ト
ルクTaと目標制動トルクTtとの偏差が閾値Tthを超えて
いないかを判定する。この判定は誤判定を防止するた
め、Ｔ秒間にＮ回以上条件を満たした場合にのみ条件が
満たされていると判定する。In step S17, it is determined whether the deviation between the actual braking torque Ta and the target braking torque Tt does not exceed the threshold value Tth. In order to prevent erroneous determination, the determination is made that the condition is satisfied only when the condition is satisfied N times or more in T seconds.

【００３５】偏差が閾値Tthを下回る場合には、減速度
制御系に異状はないと判定し、その後の処理をスキップ
して終了する。一方、偏差が閾値Tthを上回る場合、目
標を閾値Tth以上上回るか下回る実制動トルクが得られ
ている場合には、減速度制御系に異常が発生したと判定
してステップＳ６へと移行し、表示系２００や他の制御
系統に制動系に異常が発生したことを表すブレーキフェ
ール信号を送信し、EBA制御を解除する。この後の処理
は図４に示されるEBA制御と同様である。If the deviation is smaller than the threshold value Tth, it is determined that there is no abnormality in the deceleration control system, and the subsequent processing is skipped and the processing is terminated. On the other hand, when the deviation exceeds the threshold value Tth, and when an actual braking torque that exceeds or falls below the target by the threshold value Tth is obtained, it is determined that an abnormality has occurred in the deceleration control system, and the process proceeds to step S6. A brake failure signal indicating that an abnormality has occurred in the braking system is transmitted to the display system 200 and other control systems, and the EBA control is released. Subsequent processing is the same as the EBA control shown in FIG.

【００３６】本制御においても、図４に示されるEBA制
御と同様に運転者に対して制動系の異常を知らせるとも
に、他のシステムに対して、制動系の異常を伝達するこ
とができる。In the present control, similarly to the EBA control shown in FIG. 4, it is possible to notify the driver of the abnormality of the braking system and to transmit the abnormality of the braking system to other systems.

【００３７】[0037]

【発明の効果】以上説明したように本発明によれば、減
速度制御系統の異常を早期に検知することができ、運転
者に対して適切な対処を促すことができるので、ドライ
バビリティーと安全性が向上する。特に、制動系を利用
してアクセル操作に応じた減速度付加を行う車両におい
ては、制動系の異常を早期に検知することが可能であ
る。As described above, according to the present invention, an abnormality in the deceleration control system can be detected at an early stage, and the driver can be urged to take appropriate measures. Safety is improved. Particularly, in a vehicle in which deceleration is added in accordance with an accelerator operation using a braking system, it is possible to detect an abnormality in the braking system at an early stage.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明に係る減速度制御装置の構成を示す図で
ある。FIG. 1 is a diagram showing a configuration of a deceleration control device according to the present invention.

【図２】本発明に係る減速度制御装置を搭載した車両の
制動系の構成を示す図である。FIG. 2 is a diagram showing a configuration of a braking system of a vehicle equipped with the deceleration control device according to the present invention.

【図３】アクセルペダル開度を説明する図である。FIG. 3 is a diagram illustrating an accelerator pedal opening.

【図４】図１の装置の減速度制御を説明するフローチャ
ートである。FIG. 4 is a flowchart illustrating deceleration control of the apparatus of FIG. 1;

【図５】図１の装置の別の減速度制御を説明するフロー
チャートである。FIG. 5 is a flowchart illustrating another deceleration control of the apparatus of FIG. 1;

【符号の説明】[Explanation of symbols]

１…車体、４…アクセルペダル、１０…ブレーキペダ
ル、１１…マスタシリンダ、１６…リザーバタンク、１
７…ポンプ、１９…アキュムレータ、２１ａ〜２４ａ…
リニア弁、２１ｂ〜２４ｂ…減圧弁、２５〜２８…ホイ
ルシリンダ、３１…ブレーキ圧センサ、３２〜３５…ホ
イルシリンダ圧センサ、４２…アクセル開度センサ、４
４…前後Ｇセンサ、５１〜５４…車輪速度センサ、１０
０…減速度制御ユニット、２００…表示系。DESCRIPTION OF SYMBOLS 1 ... Body, 4 ... Accelerator pedal, 10 ... Brake pedal, 11 ... Master cylinder, 16 ... Reservoir tank, 1
7 Pump, 19 Accumulator, 21a to 24a
Linear valves, 21b to 24b: pressure reducing valves, 25 to 28: wheel cylinders, 31: brake pressure sensors, 32 to 35: wheel cylinder pressure sensors, 42: accelerator opening degree sensors, 4
4: Front and rear G sensor, 51 to 54: Wheel speed sensor, 10
0: deceleration control unit, 200: display system.

Claims (5)

【特許請求の範囲】[Claims] 【請求項１】 運転者のアクセル操作状態を検出するア
クセル操作状態検出手段と、車両に減速度を付加する減
速度付加手段と、前記アクセル操作状態検出手段の検出
結果に応じて設定した目標減速度に基づいて前記減速度
付加手段による減速度付加を制御する制御部と、を備え
る車両用減速度制御装置において、 車体の実減速度を検出する減速度検出手段と、 前記目標減速度と検出した実減速度との偏差に基づいて
システムの異常を判定する判定手段と、 をさらに備えている車両用減速度制御装置。1. An accelerator operation state detecting means for detecting a driver's accelerator operation state, a deceleration adding means for adding deceleration to a vehicle, and a target deceleration set according to a detection result of the accelerator operation state detecting means. A control unit for controlling the addition of deceleration by the deceleration adding unit based on the speed. A deceleration control unit for a vehicle, comprising: a deceleration detection unit that detects an actual deceleration of a vehicle body; Determining means for determining an abnormality of the system based on the deviation from the actual deceleration, and a deceleration control device for a vehicle. 【請求項２】 運転者のアクセル操作状態を検出するア
クセル操作状態検出手段と、車輪に制動トルクを付与す
ることで車両に減速度を付加する減速度付加手段と、前
記アクセル操作状態検出手段の検出結果に応じて前記減
速度付加手段による減速度付加を制御する制御部と、を
備える車両用減速度制御装置において、 実際に発生する実制動トルクを検出する制動トルク検出
手段と、 前記減速度付加手段で付与すべき目標制動トルクと検出
した実制動トルクとの偏差に基づいてシステムの異常を
判定する判定手段と、 をさらに備えている車両用減速度制御装置。2. An accelerator operation state detecting means for detecting an accelerator operation state of a driver, a deceleration applying means for applying deceleration to a vehicle by applying a braking torque to wheels, and an accelerator operation state detecting means. A control unit for controlling the addition of deceleration by the deceleration adding means in accordance with the detection result; a deceleration control device for a vehicle, comprising: braking torque detection means for detecting an actual braking torque actually generated; A deceleration control device for a vehicle, further comprising: a determination unit configured to determine abnormality of the system based on a deviation between a target braking torque to be applied by the adding unit and the detected actual braking torque. 【請求項３】 運転者のアクセル操作状態を検出するア
クセル操作状態検出手段と、車両に減速度を付加する減
速度付加手段と、前記アクセル操作状態検出手段の検出
結果に応じて前記減速度付加手段による減速度付加を制
御する制御部と、を備える車両用減速度制御装置におい
て、 車体の実減速度を検出する減速度検出手段と、 前記アクセル操作状態と実減速度との対応に基づいてシ
ステムの異常を判定する判定手段と、 をさらに備えている車両用減速度制御装置。3. An accelerator operation state detecting means for detecting a driver's accelerator operation state, a deceleration adding means for adding deceleration to the vehicle, and said deceleration adding means according to a detection result of said accelerator operation state detecting means. A deceleration control device for a vehicle, comprising: a control unit that controls addition of deceleration by means; a deceleration detection unit that detects an actual deceleration of the vehicle body; and A deceleration control device for a vehicle, further comprising: determination means for determining an abnormality of the system. 【請求項４】 前記制御部は、前記判定手段でシステム
の異常と判定された場合には、前記減速度付加手段で付
加している減速度を所定の時間勾配で低下せしめる請求
項１〜３のいずれかに記載の車両用減速度制御装置。4. The control unit reduces the deceleration added by the deceleration adding unit at a predetermined time gradient when the determination unit determines that the system is abnormal. The deceleration control device for a vehicle according to any one of the above. 【請求項５】 前記減速度付加手段は、運転者の制動操
作に基づいて車輪に制動トルクを付与する制動装置を作
動させることにより減速度を付加する請求項１〜４のい
ずれかに記載の車両用減速度制御装置。5. The deceleration adding means according to claim 1, wherein the deceleration adding means adds deceleration by activating a braking device that applies a braking torque to wheels based on a driver's braking operation. Vehicle deceleration control device.
JP2000131185A 2000-04-28 2000-04-28 Vehicle deceleration control device Expired - Fee Related JP3838326B2 (en)

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JP2000131185A JP3838326B2 (en) 2000-04-28 2000-04-28 Vehicle deceleration control device
US09/834,881 US6502028B2 (en) 2000-04-28 2001-04-16 Vehicular deceleration control apparatus, and braking system control method

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